Automatic railway-switch closer



(No Model.) 3 Sheets-Sheet 1. A. KEISER. AUTOMATIC RAILWAY SWITCH CLOSER.

' Patented Oct. 22,1895.

3 Sheets-Sheet 2.

(No Model.)

A. KEISER. AUTOMATIG RAILWAY SWITCH CLOSER.

No. 548,557. Patnted Oct. 22, 1895.

ANDREW E GRAKAMPMOYO-UMO WASHKNGTONJC.

(No Model.) 3 Sheets-8heet 3.

A. KBISBR. AUTOMATIC RAILWAY SWITCH CLOSER;

No 548,557: Patented Oct. 22, 1895.

UNITED STATES PATENT OFFlCE.

ANDREW KEISER, OF PITTSBURG, PENNSYLVANIA.

I AUT OMATIC RAILWAY-SWITCH CLOSER.

SPECIFICATION forming part of Letters Patent No. 548,557, dated October 22, 1895.

Serial No. 546,713. (No model.)

To @213 whom it may concern:

Be itknown that 1, ANDREW Knrsnn, a citizen of the United States, and a resident of Pittsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Automatic Railway-Switch Closers; and I do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying draw ings, which form a part of this specification.

My invention relates to safety appliances for railway-switches, and its object is to provide an automatic switch-closer by which an open switch will be closed automatically by an approaching train which is intended to remain on the main line.

As is well known by those acquainted with railway affairs, it frequently happens that af: ter a train is switched oft the main line, owing to carelessness on the part of the trainmen, the switch is left open when it should be closed, so that a train approaching on the main track is switched off onto the siding, the result of which generally is a collision or the ditching of the train. By my invention, however, such accidents are impossible, as the switch is closed automatically by the approaching train on the main track.

In the accompanying drawings, Figure l is a plan view of a railway provided with my improved automatic switch-closer. Fig. 2 is a side elevation of the same. Fig. 3 is a trans verse section, on an enlarged scale, on the line a: m, Fig. 1. Fig. 4. is a plan view partly in section. Fig. 5 isa perspective view of the bracket in which is journaled the vertical rod for operating the switch by hand, the weighted operating-lever being thrown to one side for the purpose of showing the notches and teeth in the periphery of the bracket. Figs. 6 and 7 are detail views showing the elbow-lever and connections, which are operated by mechanism connected with the pilot of a locomotive. Fig. 8 is a side elevation of a portion of a locomotive, showing the mechanism for operating the elbow-lever. Fig. 9 is a plan view of the same, showing means for throwing the wheels which operate the elbow-lever into operative engagement. Figs. 10,1l,and 12 are detail views.

Before proceeding to describe theinvention in detail I wish to state that throughout the specification when I use the term open switch I mean that the switch-rails are turned to admit a car or cars onto the siding, and when I speak of the switch being closed I mean that the switch-rails are operated in the opposite direction to preventa train or a car from entering the siding.

In the said drawings the reference-numeral 1 designates the main rails, 2 the siding rails, and 3 the switch-rails, which latter are beveled at 4, as usual, to engage with the main rails. These rails may be of any ordinary construction and form no part of my present invention.

The numeral 5 designates a bridle, the ends of which are connected with the movable ends of the switch-rails. This bridle is depressed intermediate the ends, formingarms 6 6,having apertures therein for the passage of a transverse rod 7. Secured to one end of this rod is a horizontally-movable bar 9, having its outer end bent upward and backward, forming a stirrup 9, through the inner end of which passes a rod 8, around which is coiled a spring 12, one end of which bears against the outer end of the stirrup, while the other end bears against an arm 13 of a horizontally-adj ustable plate 14, formed with a slot 15, through which passes a set-screw 16, connected with a plate 17, secured to one of the ties. By loosening the set-screws the plate may be adjusted to increase the tension of the spring, and when adjusted the screw is tightened to hold the plate in place.

As seen in Figs. 3 and 10, the plate 14 is bent downwardly at a right angle, forming an arm 18, and then bent laterally, forming an arm 19, extending under the bar 9, and has its extremity turned upward, forming a lip 20. This arm 19 serves as a support for the movable bar 9 and the stirrup formed therewith.

The numeral 21 designates a bracket, comprising the arm 23, secured to one of the ties, an arm 24, having an aperture therein, an arm 25, an arm 26 at right angles thereto, arms 27, 2S, and 29, and an arm 80. Arms 23 and 30 are secured to the tie.

Secured to the outer end of rod 8 is a rod 31 of smaller diameter, which extends through an aperture in the outer end of the stirrup 9 ICC and also through the aperture in the arm 24. This rod is provided with a slot 34, in one end of which slot is located an antifriction-wheel 35. Fittingin said slot is a pin 36, carried by a lug '37, provided with offsets or shoulders 38. This lug passes through an elongated slot 39, enlarged at the inner end in the bracket 21 in such manner that when said lug and the pin are pushed outward the pin cannot be withdrawn from the slot in the rod by reason of the offsets or shoulders 38' being unable to pass through the contracted end of the slot 39; but when the pin is pushed inward said offsets or shoulders will register or coincide with the enlarged end of the slot, allowing the offsets or shoulders to pass therethrough and the pin to he disengaged from the slotin the rod, for a purpose hereinafter explained.

The lug 37 is connected with a link 41, having a longitudinal slot 42, with which engages a headed-screw-bolt 40, secured to (meet the ties in such manner thatthe link can slide freely. At its opposite end the link is con nected with a bar 43, which in turn is connected by meansof rods 45 with a bar 46, pivoted to an elbow-lever47, pivoted between lugs 48 of a plate 49, pivoted to the upper side of the block 50, secured to one of the ties. This plate 49, nearits inner edge on its under side, is formed with a groove 51, in which the bent arm 52 of the lever is seated. This arm lies in the path ofand is adapted to be struck by a wheel, hereinafter described, depending from the pilot-beam of a locomotive, and is located between two curved parallel guidebars 53, the space between which gradually tapers from a point near the center toward each end, so that the operating-wheel depending from the locomotive will be guided in place. These guides are for the purpose of preventing any object other than the wheel suspended from the pilot-beam of the engine from striking the lever and operating the switch. There is a similar mechanism at the opposite side of the switch which is identical in construction and operation and is connected by means of rod 54 and lever 56 with bar 43.

The numeral 57 designates a bracket or stand secured to the ties and comprising the legs 58 and circular top 59. This topis formed with peripheral notches 60 and with a series of teeth 62. J'ournaled in this top and in a plate 63, secured to one of the ties, is a vertical shaft 64, having secured to it near the lower end a crank 65,which is pivoted to the outer end of rod 31. The upper end of said shaft projects above the circular top 59, and is provided with a crank 67, to which is pivoted a slotted operatingleve'r 68, provided with an adjustable weight 69. for operating the switch by hand for opening and closing the same and engages with notch 60 when the switch is open and-abutsagains-t a lug when the switch is closedto hold the same in position.

Secured to the bracket 21 is aspring 71, the

This lever is free end of which is adapted to beat against the shoulder or ofiset 38 of the pin 36, so as to prevent accidental disengagement of the pin by jarring, caused by the passage of trains.

Secured to the inner end of the stirrup 9 is a flat spring 81, the free end of which is bent downward, forming a lip, adapted to engage with a notch 82 in the rod 8. This spring is provided intermediate its ends with a set-screw 83.

The numeral 72 designates the pilot-beam ofa locomotive provided with a transverse shaft 73, journaled to each end thereof, and provided with cranks 74, to which are pivoted arms 75, the lower ends of which are connected with bars 76. These bars at the inner ends are hinged to brackets 78, secured to the pilot-beam, while their other ends embrace wheels 79, which are journaled thereto. The numeral designates an inclined extension to bracket 78 and serves as a stop to the arm carrying the wheel, so as to take the strain off the hinge. I

The operation is as follows: The rods 31 and 8 are pushed inwardly until the slot 34in the former reaches the outer end of the stirrup, when the lug 37 is inserted in said slot. If the switch be closed-that is to say,so turned as to keep the cars on the main track and it is desired to open the same, the lever 68 is turned outward, so that it will engage with the notch 60, and the lug 37, abutting against the outer end of the stirrup, will force the same inward, compressing the coiled spring 12 and opening the switch, so that a train can enterthe siding. At thesame time the elbowlever is thro'wnoutward, so as to be out of the way of the wheels connected with the pilot of the engine, as seen in Fig. 1. To close the switch again, the lever is disengaged from the notch 60, when the resiliency of spring 12 will throw the switch-rails in the opposite direction.

The object of the teeth '62 on the bracket 57 is to prevent the lever 61 from being thrown too suddenly by the tension of the spring by reason of the edges of the slot engaging therewith, thus compelling the trainman to raise up the lever, so as to clear the teeth. This movement also causes the bent arm 52 of the elbow-lever to be thrown outwardly underneath the wide bar 53, so as to be out of the path of the wheel depending from the locomotive.

It will thus be seen that the switch may be operated by hand as usual, but in case of the switch being left open by accident or otherwise my invention will come into play to automatically close the switch in the following manner: The wheels depending from the locomotive being lowered, (which is their normal condition-,) so that as the locomotive approaches the switchone of them will strike the curved arm of leve1"47,depressing the same and through the medium of the connections will operate the link and withdraw the pin 36 from the slot in rod 31. This will release the stirrup 9 and the tension of the spring 12 will force the stirrup suddenly outward, carrying with it the bar 9 and the connections which will close the switch-rails.

In setting the mechanism-that is to say, when inserting the lug 37 in the slot 3t of rod 3l--the latteris moved inward, so that the notch 82 will clear the spring 81. As the stirrup is forced back to close the switch, the spring 81 will engage with the notch 82 and firmly hold the same in place and prevent. the switch-rails from moving. This will also prevent the shaft and hand-lever from being moved afterthe switch has been automatically closed. To again set the automatic closer the spring is disengaged from the notch and the stirrup forced inward, and the pin again inserted in the slot of rod 31 to hold the stirrup in place.

The lever 47 is not pivoted to the tie, but to the plate 49, and in inserting the pin 36 in the slot 3% the plate is turned on its pivot, so

. that said lever will occupy the position shown in Fig. 1.

The wheels on the locomotive which operate the switch-closer may be actuated by steam, air, or hand to elevate them when it is not desired to close the switch automatically.

From the above it will be seen that the automatic closerin no manner interferes with the hand switch mechanism, as the automatic closer is never operated except when a switch is left open which should be closed.

Having thus fully described my invention, what I claim is-- 1. In an automatic switch closer, the combination with the main rails, the siding rails, and the movable switch and connections, of the horizontally movable stirrup connected with the switch rails, the rod passing through the inner end thereof, formed with a slot, the hand shaft connected with said rod, the coiled spring the pin engaging with said slot, having an offset, the bracket having a slot contracted at one end through which said pin passes, and means for disengaging said pin, substantially as described.

2. In an automatic switch closer, the combination with the main rails, the siding rails and the movable switch rails and connections, of the horizontally movable stirrup, the rod passing therethrough and formed with a slot, the hand shaft connected with said rod, the coiled spring, the pin engaging with said slot, having an ofifset, the bracket provided with a slot contracted at one end, the spring secured to said bracket and bearing against said offset and means for disengaging said pin, substantially as described.

3. In an automatic switch closer the combination with the main rails, the siding rails, and the movable switch rails, and connections, of the horizontally movable stirrup, connected with the switch rails, the rod passing therethrough, formed with a slot, the coiled spring the adjustable plate against which one end of said spring abuts, the pin engaging with said slot and means for disengaging the same substantially as described.

4. In an automatic switch closer, the combination with the main rails, the siding rails,

and the movable switch rails and connections,

of the horizontally movable stirrup connected with said switch rails, the rod passing therethrough, having a slot near one end and formed with a notch near the other end, the spring secured to the stirrup adapted to engage with said notch, the coiled spring and adjustable plate, the pin engaging with said slot and means for disengaging said pin, substantially as described.

5. In an automatic switch closer, the com bination with the main rails, the siding rails, and the adjustable siding rails and connections, of the horizontally movable stirrup connected with the switch rails, the rod passing therethrough, formed with a slot near one end and a notch near the other end, the spring secured to the stirrup and adapted to engage with said notch, the pin having an ofiset, the bracket having a slot contracted at one end, the spring bearing against said offset and means for disengaging said pin from the slot in the rod, substantially as described.

6. In an automatic switch closer, the combination with the main rails, the siding rails, and the movable switch rails and connections, the horizontally movable stirrup, connected with the switch rails, the rod passing therethrough, formed with a slot, the coiled spring, the pin engaging with said slot the slotted link to which said pin is pivoted and headed screw, of the elbow lever having one arm bent. and adapted to engage with a wheel depending from a locomotive and the connections between said lever and link, substantially as described.

7. In an automatic switch closer, the coin bination with the main rails, the siding rails, the movable switch rails and connections, the horizontally movable stirrup, the rod passing therethrough, formed with a slot, the pin en gaging with said slot, the slotted link and the headed screw, of the elbow lever having one arm bent and adapted to engage with a wheel depending from a locomotive, the plate to which said lever is pivoted formed with a groove on its other side, the block to which said plate is pivoted, the guides located at the sides of said bent arm and the connections between said lever and link, substantially as described.

8. In an automatic switch closer, the combination with the main rails, the siding rails, the movable switch rails and connections, the horizontally movable stirrup, the rod passing therethrough, formed with a slot, the coiled spring, the pin engaging with said slot and means for disengaging the same, of the vertical shaft connected with said slotted rod, the bracket, the lever secured to said shaft, adapted to engage with a slot in the periphery of the bracket and the adjustable weight, substantially as described.

9. In an automatic switch closer, the 00mand the adjustable weight, substantially as [O bination with the main rails, the siding rails, described. the movable switch rails and connections, the In testimony that I claim the foregoing as horizontally movable stirrup, the rod passing my own I have hereunto affixed my signature therethrough and formed with a slot, the in presence of two witnesses. coiled spring, and the pin engaging therewith, ANDREW KEISER. of the vertical shaft connected with said W'itnesses: slotted rod, the bracket having a peripheral THEO. MUNGEN, notch and a series of teeth, the slotted lever BENNETT S. JONES. 

